JPH07197845A - Misfire diagnosing device for multicylinder internal combustion engine - Google Patents
Misfire diagnosing device for multicylinder internal combustion engineInfo
- Publication number
- JPH07197845A JPH07197845A JP5351677A JP35167793A JPH07197845A JP H07197845 A JPH07197845 A JP H07197845A JP 5351677 A JP5351677 A JP 5351677A JP 35167793 A JP35167793 A JP 35167793A JP H07197845 A JPH07197845 A JP H07197845A
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- Japan
- Prior art keywords
- cylinder
- cycle
- misfire
- cylinders
- reference signal
- Prior art date
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Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/11—Testing internal-combustion engines by detecting misfire
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Testing Of Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、多気筒内燃機関の失火
診断装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a misfire diagnostic device for a multi-cylinder internal combustion engine.
【０００２】[0002]
【従来の技術】従来の多気筒内燃機関の失火診断装置と
して、クランク角センサからクランク角 720°／ｎ（ｎ
は気筒数）毎に発生し各気筒の燃焼状態に対応する基準
信号の周期を連続して計測し、連続して計測された基準
信号の周期に基づきこれらの変動状態に応じて失火の有
無を判定するようにしたものがある（実開平５−１７１
７２号の明細書参照）。2. Description of the Related Art As a conventional misfire diagnostic apparatus for a multi-cylinder internal combustion engine, a crank angle sensor detects a crank angle of 720 ° / n (n
For each cylinder) and continuously measure the cycle of the reference signal corresponding to the combustion state of each cylinder, and determine the presence or absence of misfire according to these fluctuation states based on the cycle of the continuously measured reference signal. There are some that have been decided (actual Kaihei 5-171
72 specification).
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、このよ
うに基準信号の周期の変動状態に応じて失火診断を行う
場合、各気筒の燃焼状態に対応する基準信号の周期は、
機関運転状態が一定であっても、失火の有無のみなら
ず、クランク角センサを構成するリングギア等の機械的
なバラツキの影響、電磁ピックアップ等の入力回路のバ
ラツキの影響、更には気筒間の燃焼バラツキの影響を受
けるから、これらの影響を取り除かない限り、正確な失
火診断を行うことができないという問題点があった。However, when the misfire diagnosis is performed according to the fluctuation state of the cycle of the reference signal, the cycle of the reference signal corresponding to the combustion state of each cylinder is as follows.
Even if the engine operating condition is constant, not only the presence or absence of misfire, but also the influence of mechanical variations such as the ring gear that constitutes the crank angle sensor, the influence of variations in the input circuit such as the electromagnetic pickup, There is a problem in that accurate misfire diagnosis cannot be performed unless these effects are removed because of the influence of combustion variations.
【０００４】本発明は、このような従来の問題点に鑑
み、気筒間の機械的バラツキ等を学習して、失火診断の
精度を向上させることを目的とする。In view of such conventional problems, it is an object of the present invention to improve the accuracy of misfire diagnosis by learning mechanical variations among cylinders and the like.
【０００５】[0005]
【課題を解決するための手段】このため、本発明は、図
１に示すように構成する。すなわち、クランク角 720°
／ｎ（ｎは気筒数）毎に気筒判別信号を含む基準信号を
発生する基準信号発生手段Ａと、各気筒の燃焼状態に対
応する基準信号の周期を計測する周期計測手段Ｂと、計
測された基準信号の周期に基づいて各気筒の失火の有無
を判定する失火判定手段Ｃとを備える。For this reason, the present invention is constructed as shown in FIG. That is, the crank angle is 720 °
/ N (n is the number of cylinders), a reference signal generating means A for generating a reference signal including a cylinder discrimination signal, and a cycle measuring means B for measuring the cycle of the reference signal corresponding to the combustion state of each cylinder. And a misfire determination means C for determining whether or not there is a misfire in each cylinder based on the cycle of the reference signal.
【０００６】そして、前記周期計測手段Ｂと前記失火判
定手段Ｃとの間に、前記周期計測手段Ｂにより得られた
各気筒の燃焼状態に対応する基準信号の周期を各気筒毎
の補正係数により補正し、補正された周期に基づいて前
記失火判定手段Ｃによる判定を行わせる周期補正手段Ｄ
を設ける。そして、機関への燃料カット中であることを
検出する燃料カット検出手段Ｅと、燃料カット中である
ときに、多気筒のうち予め設定した学習代表気筒の燃焼
状態に対応する基準信号の周期のクランク角 720°にお
ける変化量を算出し、この変化量を気筒数で除算して、
傾き分を算出する傾き分算出手段Ｆと、各気筒毎に、前
記クランク角 720°の間において実際に計測された周期
と、前記クランク角720°の最初における学習代表気筒
の周期に前記傾き分と学習代表気筒から数えた気筒数と
の積を加算して得た理論周期との比を算出し、この比に
基づいて各気筒毎の補正係数を設定する補正係数設定手
段Ｇとを設ける。Between the cycle measuring means B and the misfire determining means C, the cycle of the reference signal corresponding to the combustion state of each cylinder obtained by the cycle measuring means B is corrected by a correction coefficient for each cylinder. Cycle correction means D that corrects and causes the misfire determination means C to make a determination based on the corrected cycle
To provide. Then, a fuel cut detection means E for detecting that the fuel is being cut to the engine, and when the fuel is being cut, the cycle of the reference signal corresponding to the preset combustion state of the learning representative cylinder Calculate the amount of change at a crank angle of 720 °, divide this amount of change by the number of cylinders,
Inclination amount calculation means F for calculating the inclination amount, the cycle actually measured between the crank angles of 720 ° for each cylinder, and the inclination amount in the cycle of the learning representative cylinder at the beginning of the crank angle of 720 °. And a correction coefficient setting means G for setting a correction coefficient for each cylinder based on the calculated ratio, which is calculated by adding the product of the number of cylinders counted from the learning representative cylinder.
【０００７】[0007]
【作用】上記の構成においては、失火判定に先立って、
各気筒の燃焼状態に対応するものとして計測された基準
信号の周期ＴＩＮＴi を各気筒毎の補正係数ＫＴＩＮＴ
i により補正することにより、気筒間の機械的バラツキ
等を回避するものとする。In the above structure, prior to the misfire determination,
The cycle TINT i of the reference signal measured as corresponding to the combustion state of each cylinder is set to the correction coefficient KTINT for each cylinder.
By correcting with i , it is possible to avoid mechanical variations between cylinders.
【０００８】このため、燃料カット時に気筒間の機械的
バラツキ等を学習して、各気筒毎の補正係数ＫＴＩＮＴ
i を設定する。この学習について図５を用いて説明す
る。尚、図５は４気筒内燃機関の例で、点火順序は＃１
→＃３→＃４→＃２である。燃料カット中であるとき
に、多気筒のうち予め設定した学習代表気筒＃１の燃焼
状態に対応する基準信号の周期のクランク角 720°にお
ける変化量ΔＴＩＮＴ＝ＴＩＮＴ4 −ＴＩＮＴ0 を算出
し、この変化量ΔＴＩＮＴを気筒数ｎ＝４で除算して、
傾き分Ｘ＝ΔＴＩＮＴ／４を算出する。For this reason, the correction coefficient KTINT for each cylinder is learned by learning the mechanical variations among the cylinders when the fuel is cut off.
Set i . This learning will be described with reference to FIG. Note that FIG. 5 is an example of a four-cylinder internal combustion engine, and the ignition sequence is # 1.
→ # 3 → # 4 → # 2. While the fuel is being cut, the change amount ΔTINT = TINT 4 −TINT 0 at the crank angle 720 ° of the cycle of the reference signal corresponding to the preset combustion representative cylinder # 1 of the multiple cylinders is calculated. Divide the amount of change ΔTINT by the number of cylinders n = 4,
The gradient X = ΔTINT / 4 is calculated.
【０００９】そして、各気筒（＃３，＃４，＃２）毎
に、前記クランク角 720°の間において実際に計測され
た周期ＴＩＮＴi と、前記クランク角 720°の最初にお
ける学習代表気筒＃１の周期ＴＩＮＴ0 に前記傾き分Ｘ
と学習代表気筒から数えた気筒数ｉとの積を加算して得
た理論周期との比を算出し、この比に基づいて各気筒毎
の補正係数ＫＴＩＮＴi を設定する。Then, for each cylinder (# 3, # 4, # 2), the cycle TINT i actually measured between the crank angles of 720 ° and the learning representative cylinder # at the beginning of the crank angle of 720 ° # In the cycle TINT 0 of 1, the inclination amount X
And a theoretical cycle obtained by adding the product of the number i of cylinders counted from the learning representative cylinder to each other, and the correction coefficient KTINT i for each cylinder is set based on this ratio.
【００１０】具体的には、次式の如くとなる。 〔＃３気筒の場合〕 ＫＴＩＮＴ1 ＝（ＴＩＮＴ0 ＋１・Ｘ）／ＴＩＮＴ1 〔＃４気筒の場合〕 ＫＴＩＮＴ2 ＝（ＴＩＮＴ0 ＋２・Ｘ）／ＴＩＮＴ2 〔＃２気筒の場合〕 ＫＴＩＮＴ3 ＝（ＴＩＮＴ0 ＋３・Ｘ）／ＴＩＮＴ3 Specifically, the following equation is obtained. [For # 3 Cylinder] KTINT 1 = (TINT 0 + 1 · X) / TINT 1 [For # 4 Cylinder] KTINT 2 = (TINT 0 + 2 · X) / TINT 2 [For # 2 Cylinder] KTINT 3 = (TINT 0 + 3 · X) / TINT 3
【００１１】[0011]
【実施例】以下に本発明の一実施例を説明する。尚、４
気筒内燃機関で、点火順序は、＃１→＃３→＃４→＃２
とする。図２はシステム構成を示している。コントロー
ルユニット10は、マイクロコンピュータを内蔵し、各種
センサからの信号に基づいて演算処理を行い、機関１の
各気筒（＃１〜＃４）毎に設けられている燃料噴射弁２
及び点火コイル３の作動を制御する。EXAMPLE An example of the present invention will be described below. 4
In a cylinder internal combustion engine, the ignition sequence is # 1 → # 3 → # 4 → # 2
And FIG. 2 shows the system configuration. The control unit 10 has a built-in microcomputer, performs arithmetic processing based on signals from various sensors, and has a fuel injection valve 2 provided for each cylinder (# 1 to # 4) of the engine 1.
And controlling the operation of the ignition coil 3.
【００１２】前記各種のセンサとしては、クランク角セ
ンサ11、エアフローメータ12、アイドルスイッチ13など
が設けられている。クランク角センサ11は、クランク角
180°毎の基準信号と単位クランク角（１〜２°）毎の
単位信号とを出力し、これらによりクランク角を検出し
得ると共に、機関回転数Ｎを検出可能である。また、基
準信号には気筒判別信号が含まれており、例えば＃１気
筒に対応する基準信号のパルス幅を長くするなどして、
気筒判別を可能としてある。このクランク角センサによ
り基準信号発生手段が構成される。A crank angle sensor 11, an air flow meter 12, an idle switch 13 and the like are provided as the various sensors. Crank angle sensor 11
By outputting a reference signal for each 180 ° and a unit signal for each unit crank angle (1 to 2 °), the crank angle can be detected and the engine speed N can be detected. Further, the reference signal includes a cylinder discrimination signal. For example, by increasing the pulse width of the reference signal corresponding to the # 1 cylinder,
Cylinder discrimination is possible. The crank angle sensor constitutes a reference signal generating means.
【００１３】エアフローメータ12は、例えば熱線式で、
吸入空気流量Ｑを検出可能である。アイドルスイッチ13
は、スロットル弁の全閉位置を検出してＯＮとなる。こ
こにおいて、コントロールユニット10は、吸入空気流量
Ｑと機関回転数Ｎとに基づいて基本燃料噴射量Ｔｐ＝Ｋ
・Ｑ／Ｎ（Ｋは定数）を演算し、これに各種補正を施し
て最終的な燃料噴射量Ｔｉ＝Ｔｐ・ＣＯＥＦ（ＣＯＦＦ
は各種補正係数）を定め、このＴｉに相当するパルス幅
の駆動パルス信号を機関回転に同期した所定のタイミン
グで各気筒の燃料噴射弁２に出力して、燃料噴射を行わ
せる。但し、減速時は、アイドルスイッチ13がＯＮで、
かつ機関回転数Ｎが所定の燃料カット回転数以上である
ことをトリガとして、燃料噴射弁２への駆動パルス信号
の出力を停止し、燃料カットを行う。この燃料カット
は、機関回転数Ｎが所定のリカバー回転数より低くなる
か、アイドルスイッチ13がＯＦＦとなることにより解除
される。The air flow meter 12 is, for example, a hot wire type,
The intake air flow rate Q can be detected. Idle switch 13
Is turned on by detecting the fully closed position of the throttle valve. Here, the control unit 10 determines the basic fuel injection amount Tp = K based on the intake air flow rate Q and the engine speed N.
・ Q / N (K is a constant) is calculated, and various corrections are applied to this to obtain the final fuel injection amount Ti = Tp · COEF (COFF
Various correction coefficients), and a drive pulse signal having a pulse width corresponding to Ti is output to the fuel injection valve 2 of each cylinder at a predetermined timing synchronized with the engine rotation to perform fuel injection. However, when decelerating, the idle switch 13 is ON,
Moreover, when the engine speed N is equal to or higher than a predetermined fuel cut speed, the output of the drive pulse signal to the fuel injection valve 2 is stopped and the fuel cut is performed. This fuel cut is canceled when the engine speed N becomes lower than a predetermined recovery speed or the idle switch 13 is turned off.
【００１４】また、コントロールユニット10は、機関回
転数Ｎと基本燃料噴射量Ｔｐとに基づいて点火時期を定
め、そのタイミングで点火コイル３の作動を制御して、
点火を行わせる。また、コントロールユニット10は、図
３〜図４に示す失火診断ルーチンに従って、各気筒の失
火の有無を判定し、所定の場合に警報ランプ等により警
報を発する。The control unit 10 also determines the ignition timing based on the engine speed N and the basic fuel injection amount Tp, and controls the operation of the ignition coil 3 at that timing.
Ignite. Further, the control unit 10 determines whether or not there is a misfire in each cylinder in accordance with the misfire diagnosis routine shown in FIGS. 3 to 4, and issues a warning by a warning lamp or the like in a predetermined case.
【００１５】図３〜図４の失火診断ルーチンについて、
図５をあわせて参照しつつ、説明する。本ルーチンはク
ランク角センサからの基準信号の発生に同期して実行さ
れる。ステップ１（図にはＳ１と記してある。以下同
様）では、タイマの計時値を読込み、これをＴＩＮＴと
する。このタイマは前回のルーチンで０スタートしたも
のであり、これにより基準信号の周期ＴＩＮＴが計測さ
れる。従って、この部分が周期計測手段に相当する。Regarding the misfire diagnosis routine shown in FIGS. 3 to 4,
This will be described with reference to FIG. This routine is executed in synchronization with the generation of the reference signal from the crank angle sensor. In step 1 (denoted as S1 in the figure; the same applies hereinafter), the time-measured value of the timer is read and set as TINT. This timer started 0 in the previous routine, and the period TINT of the reference signal is measured by this. Therefore, this portion corresponds to the period measuring means.
【００１６】ステップ２では、タイマをリセットして、
０スタートさせる。ステップ３では、気筒判別を行う。
ステップ４では、燃料カット中か否かを判定する。この
部分が燃料カット検出手段に相当する。そして、燃料カ
ット中であるときはステップ５へ進み、燃料カット中で
ないときはステップ11へ進む。In step 2, the timer is reset and
Start 0. In step 3, cylinder discrimination is performed.
In step 4, it is determined whether or not fuel is being cut. This portion corresponds to the fuel cut detection means. When the fuel is being cut, the process proceeds to step 5, and when the fuel is not being cut, the process proceeds to step 11.
【００１７】〔燃料カット中であるとき〕ステップ５で
は、気筒判別結果に従って、各気筒の燃焼状態に対応す
るものとして計測された基準信号の周期ＴＩＮＴi を一
時的に記憶する。すなわち、学習代表気筒を＃１とする
と、＃３気筒と気筒判別されたときの周期をＴＩＮＴ1
として記憶し、＃４気筒と気筒判別されたときの周期を
ＴＩＮＴ2 として記憶し、＃２気筒と気筒判別されたと
きの周期をＴＩＮＴ3 として記憶し、＃１気筒と気筒判
別されたときの周期をＴＩＮＴ4 として記憶する。ま
た、ＴＩＮＴ4 を新たに記憶するときに前回までのＴＩ
ＮＴ4 の値をＴＩＮＴ0 として記憶する。[While fuel is being cut] In step 5, the cycle TINT i of the reference signal measured as corresponding to the combustion state of each cylinder is temporarily stored according to the cylinder discrimination result. That is, assuming that the learning representative cylinder is # 1, the cycle when the cylinder is determined to be # 3 cylinder is TINT 1
The cycle when the cylinder is discriminated as # 4 cylinder is stored as TINT 2 , the cycle when the cylinder is discriminated as # 2 cylinder is stored as TINT 3 , and the cycle when the cylinder is discriminated as # 1 cylinder is stored. Store the cycle as TINT 4 . Also, when TINT 4 is newly stored, the TI
The value of NT 4 is stored as TINT 0 .
【００１８】ステップ６では、新たなＴＩＮＴ4 の値が
得られたか否か判定し、得られた場合にステップ７へ進
む。ステップ７では、燃料カット時の周期計測結果に基
づき、学習代表気筒＃１の燃焼状態に対応する基準信号
の周期のクランク角 720°における変化量ΔＴＩＮＴ＝
ＴＩＮＴ4 −ＴＩＮＴ0 を算出し、これを気筒数ｎ＝４
で除算して、傾き分Ｘを算出する（次式参照）。従っ
て、この部分が傾き分算出手段に相当する。In step 6, it is judged whether or not a new value of TINT 4 is obtained, and when it is obtained, the process proceeds to step 7. In step 7, the change amount ΔTINT = at the crank angle of 720 ° in the cycle of the reference signal corresponding to the combustion state of the learning representative cylinder # 1 based on the cycle measurement result at the time of fuel cut.
TINT 4 −TINT 0 is calculated, and this is calculated as the number of cylinders n = 4.
Is calculated by dividing by (see the following equation). Therefore, this portion corresponds to the inclination amount calculating means.
【００１９】Ｘ＝（ＴＩＮＴ4 −ＴＩＮＴ0 ）／４ ステップ８では、各気筒毎に、前記クランク角 720°の
間において実際に計測された周期ＴＩＮＴi （ｉ＝１〜
３）と、学習代表気筒＃１の周期ＴＩＮＴ0 に前記傾き
分Ｘと学習代表気筒＃１から数えた気筒数ｉ（ｉ＝１〜
３）との積を加算して得た理論周期との比を算出し、こ
の比によって気筒別補正係数ＫＴＩＮＴi （ｉ＝１〜
３）を設定する（次式参照）。従って、この部分が補正
係数設定手段に相当する。X = (TINT 4 −TINT 0 ) / 4 In step 8, for each cylinder, the cycle TINT i (i = 1 to 1) actually measured during the crank angle of 720 °.
3), and the number of cylinders i (i = 1 to 1) counted from the inclination X and the learning representative cylinder # 1 in the cycle TINT 0 of the learning representative cylinder # 1.
3) and the ratio to the theoretical period obtained by adding the product of the two, and the correction coefficient KTINT i for each cylinder (i = 1 to 1)
3) is set (see the following equation). Therefore, this portion corresponds to the correction coefficient setting means.
【００２０】 ＫＴＩＮＴi ＝（ＴＩＮＴ0 ＋ｉ・Ｘ）／ＴＩＮＴi 具体的には、次の如くとなる。 ＃３気筒の場合： ＫＴＩＮＴ1 ＝（ＴＩＮＴ0 ＋１・Ｘ）／ＴＩＮＴ1 ＃４気筒の場合： ＫＴＩＮＴ2 ＝（ＴＩＮＴ0 ＋２・Ｘ）／ＴＩＮＴ2 ＃２気筒の場合： ＫＴＩＮＴ3 ＝（ＴＩＮＴ0 ＋３・Ｘ）／ＴＩＮＴ3 尚、＃１気筒については、学習代表気筒であるので、Ｋ
ＴＩＮＴ0 ＝ＫＴＩＮＴ4 ＝１であり、計算不要であ
る。KTINT i = (TINT 0 + i · X) / TINT i Specifically, the following is obtained. For # 3 cylinder: KTINT 1 = (TINT 0 + 1 · X) / TINT 1 For # 4 cylinder: KTINT 2 = (TINT 0 + 2 · X) / TINT 2 For # 2 cylinder: KTINT 3 = (TINT 0 + 3 · X) / TINT 3 Since the # 1 cylinder is the learning representative cylinder, K
TINT 0 = KTINT 4 = 1 and no calculation is required.
【００２１】ステップ９では、機関回転数Ｎを読込む。
ステップ10では、各気筒毎の気筒別補正係数マップか
ら、現時点での機関回転数Ｎのエリアに応じた気筒別補
正係数ＫＴＩＮＴi を読出し、次式に従って、気筒別補
正係数ＫＴＩＮＴi を更新する。 ＫＴＩＮＴi-new ＝（１／ａ）・ＫＴＩＮＴi ＋（１−
１／ａ）・ＫＴＩＮＴi-old この式において、右辺のＫＴＩＮＴi はステップ８で計
算した値、右辺のＫＴＩＮＴi-old はマップから読出し
た値、左辺のＫＴＩＮＴi-new はこれからマップに書込
む更新値である。In step 9, the engine speed N is read.
In step 10, the cylinder-specific correction coefficient KTINT i corresponding to the current engine speed N area is read from the cylinder-specific correction coefficient map for each cylinder, and the cylinder-specific correction coefficient KTINT i is updated according to the following equation. KTINT i-new = (1 / a) KTINT i + (1-
1 / a) · KTINT i-old In this equation, KTINT i on the right side is the value calculated in step 8, KTINT i-old on the right side is the value read from the map, and KTINT i-new on the left side is to be written in the map. This is the updated value.
【００２２】そして、更新結果を各気筒毎の気筒別補正
係数マップに書込む。 〔燃料カット中でないとき〕ステップ11では、４気筒の
場合、基準信号の周期の最新値を５個（Ｔ１〜Ｔ５）記
憶して、これらに基づいて失火判定を行うので、下記の
ように前回用いた周期を置き換える。Then, the updated result is written in the cylinder-specific correction coefficient map for each cylinder. [When fuel is not being cut] In step 11, in the case of four cylinders, the five latest values (T1 to T5) of the cycle of the reference signal are stored, and the misfire determination is performed based on these values. Replace the period used.
【００２３】 Ｔ５←Ｔ４，Ｔ４←Ｔ３，Ｔ３←Ｔ２，Ｔ２←Ｔ１ ステップ12では、学習済みである（少なくとも１回の学
習が終了した）か否かを判定する。ここで、学習が全く
行われていない場合はステップ13へ進んで、最新に計測
された周期ＴＩＮＴi をそのままＴ１として、ステップ
20へ進む。１回でも学習が行われている場合は、ステッ
プ14へ進む。T5 ← T4, T4 ← T3, T3 ← T2, T2 ← T1 In step 12, it is determined whether or not learning has been completed (at least one learning is completed). If learning is not performed at all, the process proceeds to step 13, and the latest measured period TINT i is set as T1 as it is, and the step
Go to 20. If the learning is performed even once, the process proceeds to step 14.
【００２４】ステップ14では、機関回転数Ｎを読込み、
エリアを判定する。ステップ15では、学習済みエリアか
否かを判定し、学習済みエリアの場合はステップ16へ進
む。ステップ16では、気筒判別されている気筒の気筒別
補正係数マップから、現時点での機関回転数Ｎのエリア
に応じた気筒別補正係数ＫＴＩＮＴi を読出す。In step 14, the engine speed N is read,
Determine the area. In step 15, it is determined whether or not it is a learned area, and if it is a learned area, the process proceeds to step 16. In step 16, the cylinder-specific correction coefficient KTINT i corresponding to the area of the engine speed N at the present time is read from the cylinder-specific correction coefficient map of the cylinder for which the cylinder is determined.
【００２５】また、未学習エリアの場合は、ステップ17
へ進んで近接する学習済みエリアのデータを読出し、こ
れに機関回転数Ｎに対し反比例する係数Ｋ１を掛けて、
計算により気筒別補正係数ＫＴＩＮＴi を設定する。ス
テップ18では、最新に計測された基準信号の周期ＴＩＮ
Ｔi を気筒別補正係数ＫＴＩＮＴi により補正して、補
正された周期ＨＴＩＮＴi を得る（次式参照）。従っ
て、この部分が周期補正手段に相当する。In the case of an unlearned area, step 17
Go to and read the data of the learned area that is close to it, and multiply it by a coefficient K1 that is inversely proportional to the engine speed N,
The correction coefficient KTINT i for each cylinder is set by calculation. In step 18, the cycle TIN of the most recently measured reference signal
The T i is corrected by cylinder correction coefficient KTINT i, to obtain a corrected period HTINT i (see the following equation). Therefore, this portion corresponds to the period correction means.
【００２６】 ＨＴＩＮＴi ＝ＴＩＮＴi ×ＫＴＩＮＴi ステップ19では、補正された周期ＨＴＩＮＴi をＴ１と
して、ステップ20へ進む。ステップ20では、基準信号の
周期の最新の５個の値（Ｔ１〜Ｔ５）から、次式に従っ
て、失火判定値ＭＩＳＡを計算する。尚、Ｔ１は現在気
筒判別されている失火判定対象気筒の現在の周期を示
し、Ｔ５はその気筒の１サイクル前の周期を示す。HTINT i = TINT i × KTINT i In step 19, the corrected cycle HTINT i is set to T1, and the process proceeds to step 20. In step 20, the misfire determination value MISA is calculated from the latest five values (T1 to T5) of the cycle of the reference signal according to the following equation. It should be noted that T1 indicates the current cycle of the misfiring determination target cylinder whose cylinder is currently determined, and T5 indicates the cycle one cycle before that cylinder.
【００２７】ＭＩＳＡ＝〔３×（Ｔ４−Ｔ５）＋（Ｔ４
−Ｔ１）〕／Ｔ５3 ステップ21では、失火判定値ＭＩＳＡを基準値ＳＬと比
較し、ＭＩＳＡ≧ＳＬの場合にステップ22へ進んで失火
と判定する。従って、ステップ20〜22の部分が失火判定
手段に相当する。尚、失火判定用の基準値ＳＬは機関回
転数Ｎと基本燃料噴射量Ｔｐとをパラメータとするマッ
プにより、これらに応じて設定するのが望ましい。MISA = [3 × (T4−T5) + (T4
-T1)] / T5 3 At step 21, the misfire determination value MISA is compared with the reference value SL, and if MISA ≧ SL, the routine proceeds to step 22 to determine misfire. Therefore, steps 20 to 22 correspond to misfire determination means. The reference value SL for misfire determination is preferably set in accordance with a map having the engine speed N and the basic fuel injection amount Tp as parameters.
【００２８】また、失火判定値としては、前記のＭＩＳ
Ａの代わりに下記のＭＩＳＢを用いることができる。 ＭＩＳＢ＝〔２×（Ｔ３−Ｔ５）＋２×（Ｔ３−Ｔ
１）〕／Ｔ５3 また、このＭＩＳＢについて、最新値を３個（ＭＩＳＢ
１〜ＭＩＳＢ３）を記憶しておき、失火判定値として、
下記のＭＩＳＣを用いてもよい。Further, as the misfire determination value, the MIS mentioned above is used.
The following MISB can be used instead of A. MISB = [2 × (T3-T5) + 2 × (T3-T
1)] / T5 3 For this MISB, the latest three values (MISB
1 to MISB3) are stored, and as a misfire determination value,
The following MISC may be used.
【００２９】ＭＩＳＣ＝ＭＩＳＢ２−ＭＩＳＢ３ これらの失火判定値についても、ＭＩＳＢ≧所定値、Ｍ
ＩＳＣ≧所定値の場合に失火と判定する。また、失火と
判定した場合は、失火気筒を判別することはもちろん、
その連続回数等に応じて警報等を発するようにする。MISC = MISB2-MISB3 For these misfire determination values, MISB ≧ predetermined value, M
If ISC ≧ predetermined value, it is determined as misfire. Also, when it is determined that there is a misfire, of course, to determine the misfiring cylinder,
An alarm or the like should be issued according to the number of consecutive times.
【００３０】[0030]
【発明の効果】以上説明したように本発明によれば、気
筒間の機械的バラツキ、センサ入力回路のバラツキ、気
筒間の燃焼バラツキ等の影響を受けることなく、正確な
失火診断が可能になるという効果が得られる。As described above, according to the present invention, accurate misfire diagnosis can be performed without being affected by mechanical variations among cylinders, variations in sensor input circuit, combustion variations among cylinders, and the like. The effect is obtained.
【図１】 本発明の構成を示す機能ブロック図FIG. 1 is a functional block diagram showing the configuration of the present invention.
【図２】 本発明の一実施例を示すシステム図FIG. 2 is a system diagram showing an embodiment of the present invention.
【図３】 失火診断ルーチンのフローチャート（その
１）FIG. 3 is a flowchart of a misfire diagnosis routine (No. 1).
【図４】 失火診断ルーチンのフローチャート（その
２）FIG. 4 is a flowchart (part 2) of a misfire diagnosis routine.
【図５】 燃料カット時の基準信号の周期の変化の様子
を示す図FIG. 5 is a diagram showing how the cycle of the reference signal changes during fuel cut.
１ 機関 ２ 燃料噴射弁 ３ 点火コイル 10 コントロールユニット 11 クランク角センサ 1 engine 2 fuel injection valve 3 ignition coil 10 control unit 11 crank angle sensor
Claims (1)
気筒判別信号を含む基準信号を発生する基準信号発生手
段と、各気筒の燃焼状態に対応する基準信号の周期を計
測する周期計測手段と、計測された基準信号の周期に基
づいて各気筒の失火の有無を判定する失火判定手段とを
備える多気筒内燃機関の失火診断装置において、 前記周期計測手段と前記失火判定手段との間に、前記周
期計測手段により得られた各気筒の燃焼状態に対応する
基準信号の周期を各気筒毎の補正係数により補正し、補
正された周期に基づいて前記失火判定手段による判定を
行わせる周期補正手段を設ける一方、 機関への燃料カット中であることを検出する燃料カット
検出手段と、 燃料カット中であるときに、多気筒のうち予め設定した
学習代表気筒の燃焼状態に対応する基準信号の周期のク
ランク角 720°における変化量を算出し、この変化量を
気筒数で除算して、傾き分を算出する傾き分算出手段
と、 各気筒毎に、前記クランク角 720°の間において実際に
計測された周期と、前記クランク角 720°の最初におけ
る学習代表気筒の周期に前記傾き分と学習代表気筒から
数えた気筒数との積を加算して得た理論周期との比を算
出し、この比に基づいて各気筒毎の補正係数を設定する
補正係数設定手段と、 を設けたことを特徴とする多気筒内燃機関の失火診断装
置。1. A reference signal generating means for generating a reference signal including a cylinder discrimination signal for each crank angle of 720 ° / n (n is the number of cylinders), and a cycle of the reference signal corresponding to a combustion state of each cylinder is measured. In a misfire diagnosing device for a multi-cylinder internal combustion engine, which comprises a cycle measuring means and a misfire determining means for determining whether or not there is misfire in each cylinder based on the cycle of a measured reference signal, the cycle measuring means and the misfire determining means. During the period, the cycle of the reference signal corresponding to the combustion state of each cylinder obtained by the cycle measuring means is corrected by the correction coefficient for each cylinder, and the determination by the misfire determining means is performed based on the corrected cycle. A fuel cut detection means for detecting that the fuel is being cut to the engine and a combustion state of a preset representative learning cylinder among the multiple cylinders when the fuel is being cut. The amount of change in the crank angle of 720 ° of the cycle of the reference signal is calculated, and the amount of change is divided by the number of cylinders to calculate the amount of inclination. Ratio between the cycle actually measured during the interval and the theoretical cycle obtained by adding the product of the inclination amount and the number of cylinders counted from the learning representative cylinder to the cycle of the learning representative cylinder at the beginning of the crank angle 720 ° And a correction coefficient setting means for setting a correction coefficient for each cylinder based on this ratio, and a misfire diagnosis apparatus for a multi-cylinder internal combustion engine.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5351677A JP2890093B2 (en) | 1993-12-29 | 1993-12-29 | Misfire diagnosis device for multi-cylinder internal combustion engine |
| US08/366,596 US5503008A (en) | 1993-12-29 | 1994-12-29 | Apparatus for diagnosing misfire of multi-cylinder internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5351677A JP2890093B2 (en) | 1993-12-29 | 1993-12-29 | Misfire diagnosis device for multi-cylinder internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07197845A true JPH07197845A (en) | 1995-08-01 |
| JP2890093B2 JP2890093B2 (en) | 1999-05-10 |
Family
ID=18418879
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5351677A Expired - Lifetime JP2890093B2 (en) | 1993-12-29 | 1993-12-29 | Misfire diagnosis device for multi-cylinder internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US5503008A (en) |
| JP (1) | JP2890093B2 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5870688A (en) * | 1995-11-15 | 1999-02-09 | Unisia Jecs Corporation | Misfire diagnostic system for internal combustion engine |
| JP2007002711A (en) * | 2005-06-23 | 2007-01-11 | Hitachi Ltd | Misfire detecting device for internal combustion engine |
| JP2007187021A (en) * | 2006-01-11 | 2007-07-26 | Denso Corp | Rotary angle detection device |
| JP2007239573A (en) * | 2006-03-08 | 2007-09-20 | Honda Motor Co Ltd | Abnormality determination device of fuel supply system |
| DE10115133B4 (en) * | 2000-04-20 | 2008-09-11 | Fev Motorentechnik Gmbh | Method for damping rotational uniformities of multi-cylinder reciprocating internal combustion engines in I-cycle method |
| WO2012131758A1 (en) * | 2011-03-28 | 2012-10-04 | トヨタ自動車株式会社 | Device for detecting inter-cylinder air-fuel ratio variation error in multicylinder internal combustion engine |
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| JP3120268B2 (en) * | 1995-03-22 | 2000-12-25 | 株式会社ユニシアジェックス | Misfire diagnosis device for multi-cylinder internal combustion engine |
| US5991684A (en) * | 1995-09-04 | 1999-11-23 | Hitachi, Ltd. | Apparatus and method of detecting combustion state of internal combustion engine and recording medium storing program for execution of the detecting method |
| JPH10141130A (en) * | 1996-11-07 | 1998-05-26 | Hitachi Ltd | Combustion condition detecting device of internal combustion engine |
| US5769816A (en) * | 1995-11-07 | 1998-06-23 | Embol-X, Inc. | Cannula with associated filter |
| DE19825990A1 (en) * | 1998-06-10 | 1999-12-16 | Fev Motorentech Gmbh | Method for detecting misfires on a piston internal combustion engine with electromagnetically actuated gas exchange valves |
| DE19918664A1 (en) * | 1999-04-24 | 2000-11-02 | Bayerische Motoren Werke Ag | Ignition synchronization method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4779214A (en) * | 1984-12-07 | 1988-10-18 | Toyata Jidosha Kabushiki Kaisha | System for detecting an engine speed in a multi-cylinder internal combustion engine |
| KR920000053B1 (en) * | 1987-05-26 | 1992-01-06 | 미쓰비시전기 주식회사 | Engine control device |
| US4931940A (en) * | 1987-06-05 | 1990-06-05 | Honda Giken Kogyo Kabushiki Kaisha | Rotational position detector for controlling an internal combustion engine |
| KR940002214B1 (en) * | 1989-10-02 | 1994-03-19 | Mitsubishi Electric Corp | Recognition and controlling method for internal combustion engine |
| US5337240A (en) * | 1990-09-20 | 1994-08-09 | Mitsubishi Denki Kabushiki Kaisha | Misfiring sensing apparatus |
| JP3224243B2 (en) * | 1990-09-26 | 2001-10-29 | 日本板硝子株式会社 | Float bath ribbon width control method and apparatus |
| US5263453A (en) * | 1990-11-01 | 1993-11-23 | Nippondenso Co., Ltd. | Apparatus for detecting misfire in internal combustion engines for vehicles |
| JPH04224260A (en) * | 1990-12-26 | 1992-08-13 | Nippondenso Co Ltd | Combustion condition detecting device for internal combustion engine |
| JP2982381B2 (en) * | 1991-06-12 | 1999-11-22 | 株式会社デンソー | Misfire detection device for internal combustion engine |
| US5379634A (en) * | 1991-07-12 | 1995-01-10 | Honda Giken Kogyo Kabushiki Kaisha | Misfire-detecting system for internal combustion engines |
| US5361629A (en) * | 1992-08-21 | 1994-11-08 | Chrysler Corporation | Single sensor misfire detection apparatus and method for an internal combustion engine |
| JPH06146998A (en) * | 1992-11-11 | 1994-05-27 | Honda Motor Co Ltd | Combustion condition detector for internal combustion engine |
-
1993
- 1993-12-29 JP JP5351677A patent/JP2890093B2/en not_active Expired - Lifetime
-
1994
- 1994-12-29 US US08/366,596 patent/US5503008A/en not_active Expired - Lifetime
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| DE10115133B4 (en) * | 2000-04-20 | 2008-09-11 | Fev Motorentechnik Gmbh | Method for damping rotational uniformities of multi-cylinder reciprocating internal combustion engines in I-cycle method |
| JP2007002711A (en) * | 2005-06-23 | 2007-01-11 | Hitachi Ltd | Misfire detecting device for internal combustion engine |
| JP4484772B2 (en) * | 2005-06-23 | 2010-06-16 | 日立オートモティブシステムズ株式会社 | Misfire detection device for internal combustion engine |
| JP2007187021A (en) * | 2006-01-11 | 2007-07-26 | Denso Corp | Rotary angle detection device |
| JP4552863B2 (en) * | 2006-01-11 | 2010-09-29 | 株式会社デンソー | Rotation angle detector |
| JP2007239573A (en) * | 2006-03-08 | 2007-09-20 | Honda Motor Co Ltd | Abnormality determination device of fuel supply system |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP2890093B2 (en) | 1999-05-10 |
| US5503008A (en) | 1996-04-02 |
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